Switch point rail



June 14, 1932. y H LAMBORN 1,863,490

SWITCH POINT RAIL Filed July 13, 1931 Patented June 14, 1932 NITE srssatan -l GEORGE II. LAMBORN, F CHICAGO, ILLINOIS, .ASSIGNOR 'IOIJGISVILLE FROG, SWITCH if & SIGNAL COMPANY, A CORGRATION QF .KENTUCKYSWITCH POINT RAIL Application filed July 13,

This invention relates to switch point rails, more particularly to areclaimed switch point rail structure as well as the elements of thelatter, and has for its object to provide, in a manner as hereinafterset forth, a reclaimed switch point rail having its point of greaterdurability than that of the point of the rail when the latter was in itsoriginal state.

A further object of the invention is to provide, in a manner ashereinafter set forth, a reclaimed switch point rail structure includingan insert constituting the point section thereof and with such insertformed from y a portion of an old worn track rail.

A further object of the invention resides in the reclaiming of worn,damaged or impaired switch point rails to provide, in a manner ashereinafter set forth, a reclaimed switch rail structure and which is socarried out that the operation of reclaiming to provide the structure ishad at a materially less cost than the manner in which reclaiming ofdamaged or impaired switch point rails is now performed.

In the drawing:

Figure 1 is a perspective view of the track rail section of a reclaimedswitch point rail in accordance with this invention.

.Figure 2 is a side elevation of the sections of a reclaimed switchpoint rail structure in accordance with this invention and the sectionsarranged in superposed spaced relation before being welded together.

Figure 3 is a top plan view of a reclaimed switch point rail structurein accordance with this invention.

Figure 4 is a vertical section of the track rail section of thestructure.

Figure 5 is a vertical sectional view of the insert forming a. sectionof the structure.

Figure 6 is a vertical sectional view of a reclaimed switch point railstructure in accordance with this invention.

Figure 7 is a fragmentary view in top plan of the reclaimed structure inaccordance with this invention.

The reclaimed switch point rail structure, as shown includes a recessedrail section 1 formed from an impaired or damaged switch point rail andan insert, filler or point sec- 1931. Serial No. 550,527.

tion 2 formed from a portion of an old worn track rail and which ishereinafter referred to as an insert. rIhe rail section 1 1s conditionedto receive the insert 2 and the latter completes the damaged rail toprovide the reclaimed switch point rail structure. The section 1 andinsert 2 are welded together to provide an integral and durable unit.rlhe reclaimed rail structure also includes a. reinforcing' strap 20 andwelding material 26. 27 and 27.`

The rail section 1 includes a head or ball 3, a web 4, a reduced webportion 5, a base flange 6 and a base flange 7. The portion 5 extendsoutwardly from the head 3 and web 4. The flanges 6 and 7 are coeXtensivewith the web 4 and. reduced web portion 5. The flange 6 is of uniformwidth. The flange 7 decreases in width towards the outer end of thereduced web portion 5, and the latter has its top edge beveled orangled, as at 8 from end to end. rIhe inner end part of the top edge ofportion 5 is curved upwardly as vat 10. The outer end edge of head 3 isformed with oppositely inclined or angled, vertical portions or parts,as at l1, 12. The width of portion l1 is greater than that of portion12. The beveled top edge of web port-ion 5 merges into and is of lesswidth than portion 11. rIhe reduced webportion 5 provides section 1 witha recess.

rllhe insert 2 is of 'T-shape cross section and comprises a head 13 anda stem 14. The head 13 tapers towards its outer end and has its rear endformed with oppositely inclined or angled, vertical portions or parts15, 16 and angled v with the former of greater width than the latter.The bottom edge portion of stem 14 is beveled as at 17. The rear endedge portion cf the stem 14 is curved upwardly. as at 19 and is beveledin the same manner as t-he bottom edge portion of stem 14. The beveledportion 19 of stem 14 merges into and is of less width than angledportion 15. Secured to and depending from stem 14 is the reinforcingstrap 20 and which is to be secured to web portion 5. Y

The strap 20 is never removed and the rail, insert and strap are clampedtogether before welding is started and the strap serves as a backingstrip for the arc weld to be referred to. The strap 2O forms a very goodservice in the progress of reclamation by welding.

The strap 20 is substantially partially welded to both the insert andthe rail. No attempt is made to make this a perfect or permanent weld,but if the weld is properly done the strap will be pretty thoroughlyWelded to the finished point along the center of the web. No furtherwelding is done on the strap.

The reinforcing strap extends along the greater portion of the point andin some cases the whole length of the point. The strap is fastened tothe switch point by rivets or machine bolts or a number of each. Oneoperation in the process of reclaiming a switch point is the drilling ofthe bolt and rivet holes that have been filled up in the weldingprocess. Some of these holes are for the attachment of bridge lugs andthe rest are for the passage of holdfast devices to secure thereinforcing strap in position.

The strap 2O serves as a backing strip for the electric weld at thecenter of the web between the insert and the web portion 5. Thereinforcing strap is always present on the side of the point which liesaway from the stock rail.

. The point formed by the inclined portions 11, 12 is indicated at 22and the point formed between the inclined portions 15, 16 is indicatedat 23. lhen the insert is positioned relatively to section 1 theinclined portions 11, 12 are arranged opposite and incline away from theinclined portions 15, 16 respectively and the point 20 opposes in spacedrelation the point 21. lVhen the insert is positioned relatively to therail section 1 a V-shaped groove 24 extending lengthwise and upwardly ofthe web is provided and a pair of oppositely disposed vertical V-groovesv25 are formed between the head of the insert and head of the rail. Thebottoms or bases of the grooves 24, 25 are open when the insert ispositioned within the recess provided by the cutout portion ofsection 1. t

The bottom of the V-groove is left open about 5/32 average, and the topof the V- groove E24; not over 1/2. The reason for this is to eliminateas much of pull dueto welding aspossible. It will be supposed that therail to be completed is positioned in a manner whereby the web thereofwill be vertically disposed. Now if the insert is clamped in so its webwill be vertically disposed and in perfect alignment with the web of therail, then after the weld is made the insert would be pulled towards thewelded side of the rail to an extent to dispose the insert at aninclination with respectJ to the web of the rail, making it necessary tocut out the weld and do the work over. The insert must be positionedslightly at an obtuse angle with respect to web portion 5 initially, sothat the weld will pull it into proper aligning position.

The first step is to remove from the rail or section 1, the worn portionof the point with an acetylene cutting` torch to form the rail with arecess. This will cause the part of the rail below the cut to warpupward due to the heat of cutting. Next heat the rail where the cut endsand bend the part mentioned down slightly below proper alignment, as thewelding later will pull it back up as hereinbefore explained. Thesurfaces which have been cut are machined or ground to remove scale andoxides and also to remove the thin layer of metal which has been heatedto a high temperature and will be found to be full of a network of finecracks. These cracks are caused by the sudden expansion of the metalnext to the flame when cutting is done. It is heated to a meltingtemperature very quickly and then cools quite quickly. The result is thecracks mentioned are efaced and the surface is very hard and brittle.The rail is now ready to receive the insert.

The insert is made by cutting a piece of the correct size and shape froma piece of scrap track rail of the correct section. The insert is thensubjected to a heat treatment which consists in heating it to about14:00 deg. F., holding it at that temperature for about 15 minutes andallowing it to cool slowly. After cooling the portions of the insertwhich come within the weld (the surfaces upon which meta-l is to bedeposited) are ground or machined for the same reasons as referred to inconnection with rail or section 1. The insert is now ready for use.

The insert is now positioned at an angle in a manner as referred to withrespect to web portion 5 and clamped in such position. Electric arcwelding is then the first operation. A number of small welds known astacks are made along the V-groove in the web, after which the clamps areremoved and the electric weld is started at the free end of the railknown as the point and progresses toward the butt. The area borderingthe groove is heat treated during the welding. The next operation is anacetylene weld at the V-grooves formed between the head of the insertand head of the rail. The whole area surrounding this weld is firstheated and then the acetylene welding is started on the same side of therail as was the electric are weld. The heated portion is kept hot as theweld progresses. This is necessary to prevent cracking of the weld anddistortion of the rail. This weld must not be stopped or delayed afteronce begun. Vhen the first side or filling of one vertical V-groove iscompleted the rail is turned over and the other side at the head weldedat the other vertical V-groove keeping the heat in the rail all thewhile as described. The rail is now ready for machining and suchredrilling etc. as will be l'lO found necessary to make it conform tospecilications.

No heat treatment, other than that as stated of the rail is done at anytime. The insert is heattreated before application to the rail.

What I claim is l. In a reclaimed switch point rail structure, a trackrail section including a head, web and iange, said section being cutoutat its upper part and for a portion of its length to reduce the heightof the web and the length of the head thereby providing said rail witha. recess, a portion of the wall of the latter being provided by an endedge of the head and the remaining portion by said web, said wall havingan upwardly extending rear edge, that portion of said wall provided bysaid edge of the head being oppositely angled, and that portion of thewall provided by the web being beveled.

2. In a reclaimed switch point rail structure, a track rail sectionincluding a head, web and flange, said section being cutout at its upperpart and Jfor a portion of its length to reduce the height of the weband the length of the head thereby providing said rail with a recess, aportion of the wall of the latter being provided by an end edge of thehead and the remaining portion by said web, said wall having an upwardlyextending rear edge, that portion of said wall provided by said edge ofthe head being oppositely angled, and that portion of the wall providedby the web being beveled, the oppositely disposed angled portions of theedge of the head being disposed at an angle to the beveled wall portion.

3. In a reclaimed switch point rail structure, a track rail sectionincluding a head, web and flange, said section being cutout at its upperpart and for a portion of its length to reduce the height of the web andthe length of the head thereby providing said rail with a recess, aportion of the wall of the latter being provided by an end edge of thehead and the remaining portion of said web, said wall having an upwardlyextending' rear edge, that portion of said wall provided by said edge ofthe head being oppositely angled. that portion of the wall provided bythe web being beveled, and the oppositely disposed angled portions onthe head being of different lengths.

4. In a reclaimed switch point rail structure, a track rail sectionincluding a head. web and flange, said section being cutout at its upperpart and Jfor a portion of its length to reduce the height of the weband the length of the head thereby providing` said rail with a recess, aportion of the wall of the latter being provided by an end edge of thehead and the remaining portion by said web, said wall having an upwardlyextending rear edge, that portion of said wall provided by said edge ofthe head being oppositely angled, that portion of the wall provided bythe web being and the oppositely disposed angledportions on the headbeing of dierent lengths.

5. In a reclaimed switch point rail structure, a track rail including ahead and a web having a reduced portion projecting forwardly withrespect to the head, said reduced portion having its top edge beveled,said web having its end edge beveled and forming a continuation of theangles of said edge, said head having its end oppositely angled, theangle portions of said head disposed at an angle to the beveled portionsof said reduced portion and said end edge of the web, the beveledportions of said reduced web portion and the end edge of the web beingof different lengths, and the angled portions of the end l of the headbeing of different lengths, the said reduced web portion, end edge ofthe web and end of the head providing said section with a recess toreceive a po-int section.

In testimony whereof, I affix my signature r hereto.

GEORGE H. LAMBORN.

